Vacuum controlling means for internal combustion engines



Jan. 17, 1939. w. R. WALKER 1 VACUUM CONTROLLING MEANS FOR INTERNAL COMBUSTION ENGINES Filed Sept. 16, 1935 4 Sheets-Sheet 1 o EDEcELERM-.

Z 5 P I I Z INVENTOR.

3 15 W/L AME. -W4LKE1Q. /Wfi Lf M ATTORNEY.

12,144,131 VACUUM GGNTRQLLING' MEANS FOR INTERNAL COMBUSTION ENGINES Jan. 17, 1939. w. R. WALKER Filed Sept. 16, 1955 4 Sheets-Sheet 2 INVENTOR,

W/LL/AMEI/VAL KER.

ATTORNEY.

Jan. 17, 1939. w R LK R" 2,144,131

VACUUM CONTROLLING MEANS FOR INTERNAL COMBUSTION ENGINES Filed Sept. 16, 1955 4 Sheets-Sheet s INVENTOR. WILLIAM E. WALKER mzam ATTORNEY.

Jan. v17, 1939,.

w. R. WALKER 2,144,131

VACUUM CONTROLLING MEANS FOR INTERNAL COMBUSTION ENGINES 4 Sheets-Sheet 4 WILL/AME. WALKER ATTORNEY.

that degree of vacuum or not.

Patented Jan. 17, 1939 INTERNAL COIWBUST'ION ENGENES William R. Walker, Chicago, 111.

Application September 16, 1935, Serial No. 40,756

15 Claims.

My invention consists of means for preventing the development of a relatively and unduly high vacuum or sub-atmospheric pressure, in the intake manifolds of internal combustion engines during decelerating periods of the operation of the engines, without in any way interfering with the development in said manifolds of proper and desired vacua or sub-atmospheric pressures during idling periods, during accelerating periods, and during working periods of said engines.

Heretofore in the operation of internal combustion engines, and particularly where such engines have been used as the motive power for motor-driven vehicles, the degree of vacuum or sub-atmospheric pressure produced in the in take manifolds of such engines at any time has been determined and has resulted from the amount of closure of the throttle valve of the carbureting' devices employed and the speed of the engine at that time, regardless of whether the operating conditions then existing, required Such carbureting devices when used on motor vehicles, are provided with idling jets for supplying the engines with the small amounts of fuel required to run the engines idle, or at low speed and without load, when the throttle valve is substantially closed and when said idling jets are acted upon by the small amounts of vacuum resulting from such low-speed operation of the engines. With this arrangement, during decelerating periods, particularly of motor vehicles powered with such engines, the throttle valves are substantially closed and the idling jets are subjected to substantial amounts of vacuum due to the relatively high speeds of the engines during the deceleration, with undesirable results, prominent among which are,--first, the drawing into the intake manifold and into the cylinders of the engine, of substantial quantities of fuel, which are neither necessary nor desired, and which cannot be used and are therefore wasted, with the result that the cylinders become flooded or loaded with raw gas producing rough running of the engine when it reaches a subsequent running speed, until it has time to clean itself out; second,an excessive amount of lubricating oil is suckedpast the piston rings and the valve guides by the high degree of vacuum causing waste and smoking from the exhaust pipe; third-incomplete combusion occurs in the cylinders, resulting in the discharge from the exhaust pipe of foul gases and of a substantial quantity of carbon monoxide; fourth,firing through. the mumer frequently occurs, due to the unburned fuel delivered to the exhaust pipe; fifth,-the engine runs hotter than it would without the excessive intake vacuum; andsixth,a substantial drag or retardation is exerted on the vehicle, which frequently is not desired, as evidenced by the special devices heretofore proposed to secure freewheeling.

By my invention, I overcome the undesirable results referred to, by providing control ports for effecting communication to a desired degree, between the interior of the intake manifold and atmosphere, breaking or decreasing the vacuum therein to a desired degree when said ports are open, cooperating with devices for opening and closing said ports, which devices open said ports each time the throttle valve is closed to decelerate the engine, said devices also operating to close said ports each time the idling speed of the engine is reached, and to also close said ports and maintain them closed during each acceleration of the engine and during any and all operating or driving speeds of the engine. The operation of said devices ispreferably made automatic, by connecting them with the accelerator mechanism of the engine in such a manner, as described below, that each time said accelerator mechanism is released and moves to its engine idling position, when the engine is running at a speed greater than its idling speed, said ports are thereby opened, and that each time said accelerator mechanism is moved from its idling position to accelerate the speed of the engine, said ports are closed and remain closed until the next movement of the accelerator mechanism to its idling position. Said port controlling devices also preferably include speed controlled mechanism for closing said ports, as described below, whereby each movement of the accelerator mechanism to its idling position, opens said ports and begins a decelerating period of the engine, which ends when the decreasing speed reaches the idling speed of the engine, at which time said speed controlled mechanism effects the closing of said ports to establish a proper idling condition for the engine, and all without special thought or act on the part of the operator of the engine.

My invention will be best understood by reference to the accompanying drawings illustrating a preferred embodiment thereof, in which Fig. 1 shows in side elevation, the assembly of my mechanism between the carbureter and intake manifold of an internal combustion engine, 1 r

Fig. 2 is a horizontal, sectional view to an enlarged scale, of the structure shown in Fig. 1, taken along the line 2-2,

Fig. 3 is a horizontal, sectional view of the structure shown in Fig. 2, taken along the line 3--3,

Fig. 4 is a horizontal, sectional view of the structure shown in Fig. 2, taken along the line 4-4, the ports of my mechanism being closed in this figure,

Fig. 5 shows in a View similar to Fig. 4, the operating devices of my mechanism in their position for which the ports of said mechanism are open,

Fig. 6 is a horizontal sectional view of a part of the structure shown in Fig. 5, taken along the line 6-6,

Fig. 7 is a horizontal sectional view of a part of the structure shown in Fig. 4, taken along the line 1-1,

Fig. 8 shows in a diagrammatic view to an enlargedscale, the quick-break switch illustrated in Fig. 1 as a part of my mechanism,

Fig. 9 is a diagrammatic view of the electrical circuit connections preferably employed in connection with my mechanism illustrated in Fig.

Fig. 10 illustrates in a view similar to Fig, 1, a modified form of my mechanism mounted on an intake manifold separately from the carburetor connection with said manifold,

Fig. 11 is a diagrammatic detail view of a centrifugal switch of the governor type, for use in electrically controlling my mechanism, instead of the generator relay illustrated in Fig. 9*, and

Fig. 12 illustrates diagrammatically a type of switch operated by liquid under pressure, which may be employed to electrically control by mechanism, instead of said centrifugal switch and of said generator relay.

Similar numerals refer to similar throughout the several views.

As shown in Fig. 1, I0 is a carburetor of the down-draft type, provided with a throttle valve II, and mounted on the housing I2 of my vacuum controlling .mechanism, said mechanism being mounted at its lower end on the intake manifold I3 of an internal combustion engine, not shown. The housing I2 supports a guide I4 for a horizontal rod I5 capable of reciprocating movement in said guide, said rod being pivotally connected at I6 with the lever I1 employed to operate the throttle valve II through a link I8 and a plate I9 secured to the outer end of a rod 20 to which said throttle valve is secured. The lever IT is parts connected with an operating rod ZI, and with a spring 22 to move said lever and the parts connected therewith, to their retracted position to decelerate the engine by closure of the throttle valve II, when the force exerted on said rod 2I to drive the engine at a speed greater than its idling speed, is released. A spring 23 connects the lever I"! with the plate I9, to insure closure of the throttle valve II, when the rod 2I is released. a

I The housing I2 comprises heads connected by a tubular body portion 24 on which a sleeve 25 is mounted for angular movement, said sleeve being provided with ports 26, 26 cooperating with similar ports 24a in the body portion 24, in a manner below described. The sleeve 25 is provided with an outwardly extending lug 21 in the path of the rod I5, to which lug a link 28 is con- I nectedby a pin 29, the other end of said link being pivotally connected by a pin 30, with the link 28 carries a spring actuated pawl 33 for engagement with a notch I5a in the under side of the inner end of the rod I5. The pin 29 is extended above the link 28 to operate a quickbreak switch 34 in a manner and for a purpose below described, and the pin extends above the 'core 3I to engage a light spring detent 35 to releasibly hold said core either in its inner or outer position as the case may be, without appreciably interfering with the operating of said core.

The ports in the body portion 24 and in the sleeve 25 are so disposed as to be opened when the lug 21 is moved to the right as seen in Fig. 1, and closed when said lug is moved to the left. When the lever I1 is moved against the action of the spring 22, to drive the engine faster than idling speed, the rod I5 is moved to the left as far as it will go, which engages the left hand end of said rod with the lug 21 and moves said lug to its left hand position, at the samev time effecting en.. gagement between the pawl 33 and the notch I5a in the rod I5, which lug movement closes the ports in the body portion 24 and in the sleeve 25, thus operating the engine in the usual manner at all times that the engine is driven above idling speed by operation of the lever I'I. When the rod 2| is released and the spring 22 moves the lever I! to its idling position, the engagement between the pawl 33 and the notch I5a moves the lug 21 and the core 3| to the right, opening the ports in the body portion 24 and in the sleeve 25, thereby breaking the vacuum that would otherwise be produced in the manifold I3 during deceleration. At the end of its movement to the right, the pawl 33 is released from the notch I5a in a manner below described and the vacuum breaking condition referred to, is maintained until the engine decelerates to its idling speed, at which time devices operated proportionally to engine speed and below described, effect the closure of the operating circuit of the solenoid 32, drawing the core 3| and lug 21 to the left and closing the ports in the body portion 24 and in the sleeve 25. Movement of the rod I5 to the right, is limited by a pin I519 carried by said rod in a slot I ia in the guide I4, and movement to the left of said rod is limited by jamb nuts I50 on the rod, which nuts then engage the end of the guide I4, said rod having external threads engaging said nuts. The 4 nuts I50 are preferably adjusted so that the rod I5 has free movement in the guide I4 suflicient to move the sleeve 25 from its position closing the vacuum controlling ports to its position opening said ports, or the reverse as the case may be, as a I result of which, when the rod 2I is operated to open the throttle valve II, the rod I5 is moved as far to the left as the nuts I5c will permit, before the throttle valve II begins to open, thereby closing said ports, and when the rod H is released to permit the spring 22 to move the throttle valve to its idling position, at the time the throttle valve begins to close, the rod I5 is moved by said spring 22, as far to the right as the pin MD and slot I4a will permit, thereby opening said ports and at the same time releasing the pawl 33 to free the core 3i for operation when the idling speed of the engine is reached, without movement of the lever I! from its idling position when the solenoid 32 is energized.

In Fig. 3 the relation of the body portion 24 to the sleeve 25 is better shown, and in Fig. 2 the relation of the link 28 and pawl 33 to the inner end of the rod I 5 is shown, as well as the relation ports 26 in the sleeve 25.

In Fig. 4, I illustrate the relation of the operating parts of the sleeve 25, in the position they assume when the ports 24a and 26 are out of alinement with each'othenor closed, as shown in Fig. '7, either asa result of movement of the rod 55 to operate the engine faster than its idling speed, or as a result of energization of the solenoid 32. In Fig. 5, I illustrate the position assumed by said operating parts when the ports 24a and 26 are in alinement with each other to break the vacuum in the manifold l3, as shown in Fig. 6, as a result of movement of the rod to the right when the lever I1 is moved to its idling position. It will be noted in Figs. 4 and 5 that, the inner lower surface of the guide I4 is beveled to form an inclined cam surface Mb upon which the free end of the pawl 33 rests when in its extreme right hand position, and that, as shown in Fig. 5, when the rod I5 is in its extreme right hand position, the notch lfial is entirely contained within the bore for said rod in the guide l4, thus disengaging the pawl 33 from the rod I5 when movement to the right of the rod l5 has moved the pawl 33 and the sleeve 25 to aline the ports 26 with the ports 24a as shown in Fig. 6, in which position the ports remain during the entire time that the lever I1 and the rod l5 remain in their idling position, until the idling speed of the engine is reached, at which time, speed-controlled devices are operated as below described, to energize the solenoid 32 and move the sleeve 25 to the position shown in Fig. 4, moving the ports 26 from alinement with the ports 24a as shown in Fig. '7, and establishing a proper condition for idle running of the engine, as far as connection between the manifold I3 and atmosphere is concerned. Thus movement of the lever I! to its idling position secures either of two results: first, -where the vehicle is on a level road or upgrade, deceleration of the vehicle occurs, and seco-nd,- -where the vehicle is on adown grade, coasting will result, and in either case, the effect ,is similar to free-wheeling and without the disadvantages heretofore usually accomceleration is to be relieved.

not unusual todevelop during deceleration, a

vacuum of from 23 to 25inches of mercury,

whereas the amount of vacuum desirable for idling is about 15 inches of mercury. 'I'his substantial diiference in vacuum amply accounts for thedisadvantagcs commonly experienced heretofore in connection with deceleration. It will be observed, that where in any special. circumstances, it may not be desired to have the advantages of a broken vacuum while the throttle valve is closed, for example, the effect of freewheeling? on a down grade, conventional operation of the engine may be had at once, by operating the lever ll sufficiently to take up its lost motion, whether the throttle valve is then opened or not, since this small movement of said lever .will move the ports 26 out of alinement with the ports 24a, as above described.

As shown in Fig. 8, the switch 34 consists of a baseplate 3 5 ofinsulating material on which a rnetal switch blade. 3'! is pivotally mounted by a insulating material, is also pivotally mounted. The switch blade 3'! carries an electrical contact 40 for electricalconnection with a second contact All carried by the base plate 36 for one position of said switch blade, and the base plate 36 carries a stop pin 42 against which the switch blade rests for its alternate or open position. A helical spring 43 is connected at its ends with pins 44 and 45 carried respectively by the switch blade 3? and the operating plate 39, which pins are so positioned that the spring extends adjacent to the axis of the stud 38, and on one side or the other of said axis, depending on the position of the operating plate 39. The plate 39 is provided with two spaced pins 46 and 41 which extend outwardly into the path of travel of the pin 29 above described, the spacing of the pins 46 and 41 and the location of the switch 34 on the vacuum controlling mechanism i2, being such that when the link 28 is moved to the right, the switch blade 31 is against its stop pin 42 and the spring 43 holds the pin 4i in engagement with the pin 29, until said movement of the link moves the spring 43 to the right of the stud 38, for which position of the parts, the spring 43 quickly moves the contact 40 into engagement with the contact 4|, and at the same time moves the pin 45 into en- .gagement with the pin 29. Similarly, when the link 28 is moved to the left, the pin 29 by its engagement with the pin 46, moves the operating plate to the left until the spring 43 is to the left or" the stud 38, for which position of the parts, the spring 43 quickly moves the switch blade 37 againstits stop pin 42, and separates the contacts 4 and 4!, and at the same times moves the pin. 4'! into engagement with the pin 29.

In Fig. 9, I illustrate electrical circuit connections that may be used to control the operation of the solenoid 32, as follows. A conventional battery charging generator is illustrated at G, connected with a usual relay R, and through an ammeter A with a storage battery B. The negative brush 48 of the generator is grounded through wire 49; one of the positive brushes, 50, is connected with the field coils 5!, 5%, the other terminal of which is grounded at 52; the other positive brush 53 is connected by a wire 54 with one terminal of the low resistance winding 55 of the relay R, the other terminal of which winding is connected by a wire 56 with the armature 57 of said relay, and also by a wire 58 with one terminal of the high resistance winding 59 of said relay, the other terminal of the latter winding being grounded at 60. The armature 5'! carries a front contact (3! for engagement with a second contact 62 when the relay is energized, said contact 52 being connected by a Wire 63 with the ammeter A which in turn is connected by a wire 64 with the positive terminal of battery B, the other terminal of which is grounded at 55. The armature 5i is supported by a flat spring 57a arranged to open the contacts 6! and 62 when the voltage generated by the generator G, decreases by deceleration' of the engine driving the generator, to substantially equal the voltage of the battery B, to insure against the discharge of current from the battery through the generator, which condition ocurs at or somewhat above the idling speed of the engine.

As the condition of generator voltage last referred to, occurs at substantially the time proper idling conditions of the engine should be established, I make use of the relay R to operate the solenoid 32 as follows. I mount on the armature Elan insulated "back contact 66 connectedby a wire 61 with the contact 4| of the quick-break switch 34, and provide the relay R with a second back contact 68 for engagement by the contact 66 when the armature 51 is in its retracted position. The contact 68 is connected by a wire 69 with the wire 64. The switch blade 3'! is connected by a wire 10 with one terminal of the winding of the solenoid 32, the other terminal of which is grounded at H. -As a result of the circuit connections last described, when the engine decelerates to substantially its idling speed and the armature assumes its retracted position moving the contact 66 into engagement with the contact 68, current flows from the battery B through wires 64 and 69, relay contacts 68 and 66, wire 61, switch contacts 4| and 40, switch blade 31, wire to and through the winding of the solenoid 32 and through grounds H and 65 back to the battery B. This energizes the solenoid 32 and moves the link 28 to the left, thereby moving the ports 26, 26 from alinement with the ports 24a, 24a, as above described. At substantially the end of this movement, the pin 29 actuates the switch blade 31 and opens the contacts 49 and 4| as above described, to prevent continued current flow from the battery through the solenoid, if the idling condition of the engine is continued for a, substantial time interval.

In Fig. 10, I illustrate a modified construction of mechanism for controlling the vacuum in the intake manifold, as follows. In this construction, the carbureter I9 is connected directly with the intake manifold l3a in the usual manner, said carbureter being of the same type, and having a throttle valve ll, operating lever ll, link l8, operating plate I9, valve supporting rod 20, operating rod 2 I, and springs 22 and 23 as and for the purposes above described; In this case, however, the housing I2a for the vacuum controlling devices, is connected at l3b with the manifold I311, separately from the carbureter connection therewith, and the operation of controllingthe vacuum in said manifold is independent of fluid flow through the carbureter into said manifold. The

, housing l2a is a metal block having a passageway 12 therethrough, the outer end of said passageway being open to atmosphere and the inner end of said passageway opening directly into the manifold I3a. As a result, when said passage- 2 way is unobstructed, air may flow freely through said passageway into said manifold. The housing l2a. contains two horizontal and substantially parallel bores crossing said passageway 12 and containing with sliding fits, the rods 13 and 14 1 respectively. The rod 14 is externally threaded at its right hand portion to carry jamb nuts 15, and at its right hand end it is pivotally connected at 16 with the lever I'l. Said rod 14 carries at its left hand end, a flange l1 limiting'movement of said rod to the right, for which position a portion of said rod of reduced diameter forming a circumferential port 14a around said rod, is in line with the passageway 12. The nuts are adjusted on the rod 14 to permit said rod to move sufficiently to the left to remove the port 14a from alinement with the passageway 12, the body portion of said rod being large enough to then completely close said passageway. The relation of the nuts 15 to. the flange 11, provides an amount of lostmotion for the pivotal connection 16, corresponding with the lost motion of the pivotal connection l6 above described, so that for any movement of the lever H in Fig. 10 from its decelerating or released position, the passageway 12 isclosed by the rod 14 just before the throttle valve II is opened, and for any movement of the lever I! to its decelerating position, the port 14a is moved into alinement with the passageway l2-just before the throttle valve II is closed.

The rod 13 is a part or extension of the core of the solenoid 32 supported by the housing I 2a in line with said rod, and said rod 13 is provided with a circumferential port 13a similar to the port 14a, which port 13a is in line with the passageway 12 when the solenoid core is in its outer position, and is out of alinement with said passageway when said solenoid is energized and said rod 13 is moved to its right hand position, said rod having on its left hand end, a flange 18 which limits movement of the rod 13 to the right, by engagement of the flange 18 with the flange 71. The body portion of the rod 13 is large enough to completely close the passageway 12, and said rod carries a pin 29a extending through a clearance slot l2b therefor in the housing I2a, to operate a quick-break switch 34 in the same manner and for the purpose above described in connection with the operation of a like switch by the pin 29. A light spring detent 19 carried by the housing 12a, engages the edge of the flange T8 to yieldingly hold the rod 13 in either its right hand or its left hand position, without appreciably interfering with moving said rod to its other position. The flanges Ti and 18 overlap each other, so that movement of the rod 14 to its left hand position, also, through said flanges, moves the rod 13 to its left hand position. The construction described, results in closing the passageway 12 by the rod 14, for all positions of the lever l1 excepting its decelerating position, and in opening said passageway at the port 13a for all running conditions of the engine substantially above its idling speed; it also provides for closing said passageway 12 by the rod 13 by the action of speed controlled devices, at substantially the time the engine reaches its idling speed, since the circuit connections and speed controlling devices described above in connection with Fig. 9, apply in the same manner to the controlling of the solenoid 32 in Fig. 10 as they do to. the controlling of the solenoid 32 in Fig. 1, and with substantially the same results. The passageway 12 and the ports 13a and 14a may be proportioned as desired, to secure any desired amounts of vacuum reduction during deceleration, in different cases.

In Fig. 11, I illustrate a different type of speed controlled devices for closing the circuit of the solenoid 32, as follows. The engine shown diagrammatically at 80, has a pulley 8| on its crank shaft 82, driving by means of a belt 83, a pulley 84 on a stud shaft 85 which pulley 84 carries a disk 86 which in turn carries an insulated contact ring'8'l on which a brush 88 carried by and insulated from the engine frame, bears. The disk 86 carries an insulated stud 89 on which a contact arm 90 is mounted for angular movement, said arm being electrically connected by a wire 9| with the ring 81. The arm 90 carries a first contact 92 for engagement with a second contact 93 carried by the disk 86 and in electrical connection with the frame of the engine, by movement of said arm inwardly towards the axis of the ring 81. The movable end of the arm 90 is connected with one end of a helical spring 94, the other end of which spring is connected by means of a flexible wire or cord 95 with an adjusting stud 96 carried by the disk 86, rotation of said stud 96 in said disk, serving to change the tension on said spring 94 as desired. The positive terminal of the battery B is connected by a wire 91 with the contact 4| of the switch 34, the switch blade 31 of which switch is connected by a wire 98 with one terminal of the winding of the solenoid 32, the other terminal of which is connected by a wire 99 with the brush 88. The negative terminal of the battery B is grounded as at I 00, and the engine frame is grounded as at I I. As a result of the structure and circuit connections last described, with the spring 94 adjusted to close the contacts 92 and 93 when substantially idling speed of the engine 80 is reached, all higher speeds of the engine will hold the contacts 92 and 93 in open condition, and the closed condition of said contacts will be effected only when the engine is decelerated to substantially its idling speed, which closes the energizing circuit of the solenoid 32 from the battery B through the wire 91, contacts and 40, switch blade 31, wire 98, winding of solenoid 32, wire 99, brush 88, ring- 81, wire 9|, contact arm 90, contacts 92 and 93 to the engine frame, and thence by grounds IM and I00 back to battery B. The speed actuated circuit controlling devices illustrated in Fig, 11, secure the same result as secured for my vacuum controlling mechanism by the generator and relay construction illustrated in Fig. 9, and they are applicable to the vacuum controlling mechanism shown either in Fig. 1 or Fig. 10 or their equivalents, to secure the same 'results as those above described.

its crankshaft I01, which, by means of a belt 108,

drives a pump I09 having an intake pipe H0 and a discharge pipe I II extending to the engine I to control the circulation of desired liquid, for example, cooling water or lubricating oil, to and through the engine. The high pressure pipe III is connected by a branch pipe H2 with a liquid compartment H3 having its top closed by a corrugated diaphragm H4, preferably. of spring metal. A stud H5 of insulating material, rests on top of the central portion of the diaphragm I I4, to support the outer end of an insulated contact arm H6 carrying a contact H! for engagement with a second insulated contact H8 having a fixed support, when the position of the diaphragm permits such engagement. A spring arm H9 having a fixed support at one end, carries at itsother end an adjusting screw I20 pressing upon the outer end of the contact arm 'HG, to regulate as desired, the liquid pressure in the compartment H3, for which the spring arm H9 will move the contact HI into engagement with the contact H8. The positive terminal of the battery B is connected by a wire I2I with the contact arm H6; the contact H8 is connected by'a wire I 22 with the contact M of switch 34; the switch arm 31 is connected by a wire I23 with one terminal of the winding of the solenoid 32, the other terminal of which is grounded at I24; and the negative terminal of the battery B is grounded at I25.

As a result of the construction and circuit connections last described, with the screw I20 adjusted to close the contacts H1 and H8 when substantially idling speed of the engine I05 is reached, all higher speeds of the engine will hold the contacts I I1 and H8 in open condition, since the liquid pressure then developed by the pump I09 and exerted upon the diaphragm H4 and in turn exerted by the stud H5 upwardly on the contact arm H6, is greater than the downward solenoid 32 from the battery B through the wire I2I, contact arm H6 and contacts H1 and H8, wire I22, contacts 4| and 40, switch blade 31, wire I23, winding of the solenoid 32, and through grounds I24 and I25 back to battery B. The speed actuated circuit controlling devices illustrated in Fig. 12, operate my vacuum controlling mechanism in the same manner as the generator relay and as the centrifugal switch above described and with the same results, and they are applicable to the vacuum controlling mechanism shown either in Fig. 1 or Fig. or their equivalents, to secure the same results as those above described.

In carrying out my invention the requisites are first,that air shall be admitted to the intake manifold of the engine during its periods of deceleration, to decrease or break the vacuum to the desired degree, whether by the specific means described or by equivalent means, and

preferably by the operation of the usual speed I controlling mechanism of the engine, without so admitting the air during power delivering periods of the operation of the engine, and second,that the said admission of air shall be stopped and prevented when the engine is idling, whether by the specific means described or by equivalent means operated preferably by the engine directly or indirectly, and at the speed thereof or proportionally thereto, to the end that in its preferred embodiment, my said invention may be automatic in operation and require no thought or attention on the part of the operator of the engine.

I do not, therefore, in carrying out my invention, limit myself to the particular construction shown and described, as I may employ equivalents thereof known to the art at the time of the filing of this application, without departing from the scope of the appended claims.

What I claim is:

1. In a device of the class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including. a throttle valve for supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion having a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port for alinement with said passageway for its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and moving the port of said first member to open position by movement of said second mem her to its idling position, a solenoid having an energizing winding and having a core connected with said first member and by energization of the solenoid moving the port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing said circuit for the idling speed of the engine, said switch opening said circuit for speeds of the engine greater than its idling speed.

2. In a device of the class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including a throttle valve for supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion-having a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port for alinement with said passageway for its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and moving the port of said first member to open position by movement of said second member to its idling position, a solenoid having an energizing winding and having a core connected with said first member and'by energization of the solenoid moving the port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing said circuit for the idling speed of the engine, said switch opening said circuit for speeds of the engine greater than its idling speed, said body portion comprising a tubular member connecting the mixture delivering opening of said carbureting mechanism with said manifold, and said first member comprising a sleeve fitting and movable angularly on said tubular member, said tubular member and said sleeve having cooperat- -ing ports therethrough establishing said open and closed positions of said first member.

3. ma device of the'class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including a throttle valve for supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion hav ing a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port for alinement with said passageway for. 7 its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and movingthe port of said first member to open position by movement of said second member to its idling position, a solenoid having an energizing winding and having a core connected with said first member and by energization of the solenoid moving the port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing said circuit for the idling speed of the engine, said switch opening said circuit for speeds of the engine greater than its idlingspeed, said second member comprising a ported rod crossing said passageway and movable longitudinally to its passageway opening and closing positions.

4. In a device of the class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including a throttle valvefor supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion having a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port for alinement with said passageway for its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and moving the port of said first member to open position by movement of said second member to its idling positioma solenoid having an energizing winding and having a core connected with said first member and by energization of the solenoid moving the port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing said circuit for the idling speed of the engine, said switch opening said circuit for speeds of the engine greater than its idling speed, said members comprising two ported rods each crossing said passageway and each movable longitudinally to its passageway opening and closing positions.

5. In a device of the class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including a throttle valve for supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion having a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port for alinement with said passageway for its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and moving the port of said first member to open position by movement of said second member to its idling position, a solenoid having an energizing winding and having a core connected with said first member and by energization of the solenoid moving the port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing said circuit for the idling speed of the engine, said switch opening said circuit for speeds of the engine greater than its idling speed, said members comprising first and second ported rods each crossing said passageway-and each movable longitudinally to itspassageway opening and closing positions, said rods having interengaging extensions moving said second rod'to. its passageway opening position by movement of said first rod to its passageway closing position, and leaving said second rod in its passageway opening position for movement of said first rod to its passageway opening position, energization of said solenoid moving said second rod to its passageway closing position.

v 6. In a device of the class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including a throttle valve for supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion having a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port'for alinement with said passageway for its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and moving the port of said first member to open position by movement of said second member to its idling position, a solenoid having an energizing winding and having a core connected with said first member and by energize;- tion of the solenoid movingthe port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing'said circuit for the idling speed of the engine, said switch opening said cir- .cuit for speeds of the engine greater than its idling speed, said cooperating devices comprising a lug extending from said first member, a link connecting said lug with the core of said solenoid,

, a rod in line with said link for abutting engagement therewith and connected with said second member, a pawl carried by said link for engagement with said rod to retract said core by longitudinal movement of said rod, and a cam for disengaging saidpawl at the end of retracting movement of said core.

"7. In a device of the class described, the combination of an intake manifold of an internal combustion engine, carbureting mechanism including a throttle valve for supplying fuel mixture to said manifold, mechanism for supplying air to said manifold and including a body portion having a passageway in communication with the interior of said manifold and atmosphere, a first movable member having a port for alinement With said passageway for its open position, a second member connected with said throttle valve and movable to power producing and idling positions respectively opening and closing said throttle valve, cooperating devices between said members and moving the port of said first member to open position by movement of said second member to its idling position, a solenoid having an energizing winding and having a core connected with said first member and by energization of the solenoid moving the port of said first member to close said passageway, and a speed controlled switch in circuit with said solenoid winding and closing said circuit for the idling speed of the engine, said switch opening said circuit for speeds of the engine greater than its idling speed, said body portion comprising a tubular member connecting the mixture delivering opening of said carbureting mechanism with said manifold, and said first member comprising a sleeve fitting and movable angularly on said tubular member, said tubular member and said sleeve having cooperating ports therethrough establishing said open and. closed positions of said first member, said cooperating devices comprising a lug extending from said sleeve, a link connecting said lug with the core of said solenoid, a rod in line with said link for abutting engagement therewith and connected with said second member, a pawl carried by said link for engagement with said rod to retract said core by longitudinal movement of said rod, and a cam for disengaging said pawl at the end of retracting movement of said core.

8. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with carbureting mechanism having a throttle valve movable to power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for open communication with the interior of said manifold, movable valve mechanism having ports controlling opening and closing said passageway to atmosphere, a member for connecting said valve mechanism with the throttle valve of the engine, whereby movement of said throttle valve to its idling position moves said valve mechanism to its open position, and electro-magnetic mechanism connected with said valve mechanism and by its actuation moving said valve mechanism to its closed position.

9. Means for controlling the vacuum in the intake manifold of an internal combustion engive provided with carbureting mechanism having a throttle valve movable to power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for open communication with the interior of said manifold, movable valve mechanism having ports controlling opening and closing said passage way to atmosphere, a member for connecting said valve mechanism with the throttle valve of the engine, whereby movement of said throttle valve .to its idling position moves said valve mechanism to itsopen position, and electro-magnetic mechanism connected with said valve mechanism and :by its actuation moving said valve mechanism to its closed position, said body portion comprising a tubular member connecting the mixture delivering opening of said carbureting mechanism with said manifold, and said valve mechanism comprising a sleeve fitting and movable angularly on said tubular member, said tubular member and said sleeve having cooperating ports therethrough establishing. said open and closed positions: of said valve mechanism.

10. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with carbureting mechanism having a throttle valve movable to power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for open communication with the interior of said manifold, movable valve mechanism having ports controlling opening and closing said passageway to atmosphere, a member for connecting said valve mechanism with the throttle valve of the engine, whereby movement of said throttle valve to its idling position moves said valve mechanism to its open position, and electromagnetic mechanism connected with said valve mechanism and by its actuation moving said valve mechanism to its closed position, said valve mechanism comprising a ported rod crossing said passageway and movable longitudinally to its passageway opening and closing positions.

11. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with earbureting mechanism having a throttle valve movable to power producing and idling positions, consisting of the combination of a bodyportion for connection with anintake manifold and having a passageway for open communication with the interior of said manifold, movable valve mechanism having ports controlling opening and closing said passageway to atmosphere, a member for connecting said valve mechanism with the throttle valve of the engine, whereby movement of said throttle valve to its idling position, moves said valve mechanism to its open position, and electro-magnetic mechanism connected with said valve mechanism and by its actuation moving said valve mechanism to its closed position, said valve mechanism comprising two ported rods each crossing sai -d passageway and each movable longitudinally to its passageway opening and closing positions, said rods having connection with said throttle valve and said electromagnetic mechanism respectively for operation thereby.

12. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with a throttle valve having power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for air fiow into said manifold, a ported member for mechanical connection with the throttle valve of the engine and mechanically opening said passageway by movement of said throttle valve to its idling position, and devices operated proportionally to the speed of the engine and closing said passageway for the idling speed of the engine.

13. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with a throttle valve having power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for air flow into said manifold, a ported member for mechanical connection with the throttle valve of the engine and mechanically opening said passageway by movement of said throttle valve to its idling position, and devices operated proportionally to the speed of the engine and closing said passageway for the idling speed of the engine, said devices including electromagnetic mechanism and a speed controlled switch controlling the operation of said electromagnetic magnetism.

14. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with a throttle valve having power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for air flow into said manifold, a ported member for mechanical connection with the throttle valve of the engine and mechanically opening said passageway by movement of said throttle valve to its idling position, and devices operated proportionally to the speed of the engine and closing said passageway for the idling speed of the engine,'said ported member also mechanically closing said passageway for power producing positions of said member.

15. Means for controlling the vacuum in the intake manifold of an internal combustion engine provided with a throttle valve having power producing and idling positions, consisting of the combination of a body portion for connection with an intake manifold and having a passageway for air flow into said manifold, valve mechanism for opening said passageway and mechanically actuated by a rod mechanically connected with the throttle valve by movement to its idling position of the throttle valve, and devices connected with said valve mechanism and driven by said engine and effecting the closure of said passageway for the idling speed of said engine.

WILLIAM R. WALKER. 

